Railroad cars for transporting sheets or plates



June 14, 1960 R. c. HANSEN ETAL 2,

RAILROAD CARS FOR TRANSPORTING SHEETS OR PLATES Filed Oct. 23, 1953 '7 Sheets- Sheet l HM II ra h E.

A TTORNEYS June 14, 1960 R. c. HANSEN ETAL 2,94

RAILROAD CARS FOR TRANSPORTING SHEETS OR PLATES Filed Oct. 25, 1953 7 Sheets-Sheet 2 I'll Illlllll HI- II E M-" NN" ml 00 INVENTORS C? h/zwm .4024

Mihii s I'll-Ill Unitized L'Emd Of Sheets G June 14, 1960 R. c. HANSEN ETIAL 2,940,402

RAILROAD CARS FOR TRANSPORTING SHEETS OR PLATES Filed Oct. 23, 1953 7 Sheets- Sheet 3 QM! d ATTORNEYS 9&2 C AZINVENTORS A fink/Mm M].

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'tllili June 14, 1960 R. c. HANSEN EI'AL 2,940,402

RAILROAD CARS FOR TRANSPORTING SHEETS OR PLATES Filed Oct. 23, 1953 7 Sheets-Sheet 4 79 b 15 As 79 101 45% .45 H "1 I T 26m i 1 W 25 3 A TTPRNE YS June 14, 1960 R. C.HANSEN ETAL 2,940,402

RAILROAD CARS FOR TRANSPORTING SHEETS OR PLATES Filed Oct. 25, 1953 'T Sheets-Sheet 5 INVENTORS vQa/p/ C? W mu! ATTORNEYS June 14, 1960 RAILROAD CARS FOR TRANSPORTING SHEETS OR PLATES Filed Oct. 2a, 1953 7 Sheets- Sheet 6 I55 64 ea ee 6 67 mmvms 44% C. Mia/mm Med. 6366105 amz ATTORNEYS June 14, 1960 R. c. HANSEN ETAL 2,940,402

RAILROAD CARS FOR TRANSPORTING SHEETS OR PLATES Filed 001:. 23, 1953 'T Sheets-Sheet 7 INVENTORS h Ala m/m ml BY C flwefadwiacyz floflefdvqoz ATTORNEYS United States Patent Office 2,940,402 7 Patented June 14, 1960 RAILROAD CARS FOR TRANSPORT'ING SHEETS R PLATES Ralph C. Hansen, Toledo, and Charles A. lVIiller, Jr., Manmee, Ohio, assignors to Libbey-Owens-Ford Glass Company, Toledo, Ohio, a corporation of Ohio Filed Oct. 23, 1953, Ser. No. 387,852

9 Claims. (Cl. 105-367)' This invention relates broadly to the transportation of sheet materials. More particularly, the invention has to do with a novel type and construction of railroad car whereby a maximum load of glass sheets can be transported with a minimum of loss.

Heretofore, when large glass sheets were to be shipped long distances, it has been customary to transport them in conventional box cars. This entails considerable handling since the large sheets, often 6 x 12 feet in size and weigh ing in excess of one hundred pounds, must be individually loaded and unloaded from a transfer truck to the car and again from the car to a second truck at some distant point. The large dimensions of the glass sheets 0rdinarily shipped in this manner, in addition to presenting a laborious handling problem, are also extremely difficult to pack advantageously so that only a fraction of the number or tonnage of sheets that can be safely shipped in a box car can actually be shipped therein.

According to the present invention, the laborious handling of the glass sheets and danger to workmen because of possible glass breakage is greatly minimized since the sheets can be loaded or unloaded in groups by means of a crane. unitized loads can'be firmly secured in position with adequate devices for resisting shifting of the sheets due to the sway or. bumping of the railroad car normally experienced in such manner of transportation. It has further been found that the actual, permissible tonnage of glass, carried on the special car of the present invention, can be so greatly increased over What was formerly considered the capacity of a railroad car that the tonnages ordinarily accommodated, for example, in four box-type freight cars can now be handled by only three of the cars to herein be described.

It is therefore a primary aim of this invention to provide a novelly constructed railroad car having a specially mounted glass supporting superstructure equipped with securing means for the transportation of large numbers of glass sheets safely for long distances.

Another object of the invention is the provision of a glass sheet supporting superstructure that is fabricated into an integral part of a railroad car.

Another object of the invention resides in the provision of a glass sheet supporting superstructure, integrally secured to the frame of the wheeled understructure of a railroad fiat car and which is equipped with securing or confining means for the glass to firmly position and reduce shifting of the sheets to an absoluteminimum during motion of the car.

Another object of the invention is to provide a supporting structure of the above character having positive securing members for holding the glass sheets thereon, said securing members being adapted to easy and rapid installation and removal.

A further object of the invention is to provide a railroad fiat car having a glass sheet supporting superstructure adapted to accommodate various thicknesses and/or dimensional sizes of glass sheet.

Also the sheets in a plurality of groups or Y A still further object is to provide a railroad car having an integrally constructed glass sheet supporting struc= ture on and from which relatively large unitized loads of sheets can be rapidly and easily loaded or unloaded and securely supported.

Other objects and advantages of the invention will become more apparent during the course of the following description when read in connection with the accompanying drawings. .1

In the drawings, wherein like numerals are employed to designate like parts through the same:

Fig. l is a perspective of a railroad car constructed in accordance with the present invention;

Fig. 2 is a diagrammatic end view of the railroad car positioned for loading or unloading of glass sheets;

Fig. 3 is an enlarged perspective of one end of the railroad car when the glass sheets are being eitherloaded or unloaded;

Fig. 4 is a similar perspectiveview of the end of the railroad car when the same is loaded with glass sheets;

Fig. 5 is an end elevation of the railroad car, conventional details thereof being shown in phantom line;

Fig. 6 is a side elevation of one end of the railroad car;

Fig. 7 is a fragmentary perspective view of the base of the glass sheet supporting structure of the car;

Fig. 8 is a longitudinal vertical section, taken substantially on line 8-3 of Fig. 5 to show an end of the supporting structure;

Fig. 9 is a horizontal detail sectional view taken substantially on the line 99 of Fig. 8;

Fig. 10 is an exploded perspective view of certain of the securing members of the structure;

Fig. 11 is a horizontal section, taken substantially on line 11-11 of Fig. 5, to illustrate several groups of glass sheets when secured in position on the supporting structure;

Fig. 12 is a fragmentary detail view of the upper end of the supporting structure;

Fig. 13 is a fragmentary plan view of the supporting structure, as indicated by the arrows 13-13 of Fig. 12;

Fig. 14 is a perspective view of a spacer pad; and

Fig. 15 is a perspective view of a lower corner of one of the glass sheet securing members.

According to this invention, the typical wheeled understructure of a railroad flatcar is equipped during its construction with an integrally related and especially mounted superstructure that is adapted to receive a plurality of groups or unitized loads of glass sheets or plates. Associated with this superstructure are especially constructed securing members that are operable to firmly hold the loads of glass thereon. This provides a mutually rigid relationship between the superstructure and the car and a releasably rigid relationship between the car, the superstructure and the securing members, so that shifting or jolting of the glass sheets will be reduced to an absolute minimum.

Thus, as shown in Fig. 1 of the drawings, in the practice of our invention, a railroad car has its conventional understructure designated generally by the letter A, equipped, during construction, with a special plate supporting superstructure generally designated by the letter B. This superstructure is divided primarily and longitudinally of the flatcar into unitary sections indicated at C. Each of these sections are intended to carry several unitized loads or stacking units of glass sheets G on each side of the longitudinal axis of the car A.

For this purpose, each of the sections C is individually provided with securing members, generally designated by the letter S in order that the sections can be loaded with stacking units of glass sheets, first along one side of the car, and then on the other side; each section being loaded and secured before proceeding with the loading the sheets may vary asloads or units in one section.

5 of -a subsequent section. While the dimensionalsizes of;

purpose the car sidesills 2 6;are providedwith brackets 43, weldedaor riveted thereon, which have eyes 44. Bars from thosein another, it is preferable to maintain a uni-' formity of sizeof sheet on one vflat-car since. the tonnage V *liniitthereon maybe more closely controlled'aud the equilibrium thereof better: maintained;

. 1 -When loading or unloading a car, whichprocedures are identical except for reverse orderof sequence, the car is pref 'erably' fbloclied, as shown in Fig. 2; in aftilted positiorl'with respect to a horizontal plane H, or to the regularly employed by. railroad companies and which are rails;of track T, by means of screw. or ratchet'jacks arranged at the corners' of the 'car. :Whileserving to V maintain the 'flat car stationary, the jacksjare also used to raise'one side-of theicar' to further incline the groups V the frame 20 of the understructure A and the superstrucof glasssheets on th side of the first'se'ctio'n to beloaded "or unloaded. Thejacks are then adjusted to tiltthe-car in "the-Qopposite; direction to load or unload groups of glass -jsheetsiontoor from the second; side of the'first fsection.iln thisconnection, it is to be noted that since 1 a comparatively large number of glass sheets are to be handled as "a st'acking" unit, theyare delivered to and re- ?moved from the flat-car by means of a crane and the car 'tially' moved so that one sectionatjone end of the car is'substantially centered therebeneath. By means of 'a'cable slingfthe stacking units'rnade upof glass sheets rangin g'fr'om 24 to 40in number, may thus be easily,

45 are welded to the angles 29 at the 'upper ends of the respective pairs of channels 31, 34, 37 and 40 andare formed attheir ends to provide downwardly directed portions 46 having eyes '47; The'rods 48 forming the tie-rods 41 are equipped at their cnds with'forks 49 which are connected to the brackets 43 at one endand to the end portions 46 of bars 45 at the other by pins 50. .By means of turnbuckles 51 which interconnect the op Tposed ends of the rods48, the perpendicular relation of the channels 28 with referenceito the floor 27 may be obtained and'maintained despite swaying motions of the fiat-car while in transit. V To further reinforce the integral association between ture B, suitable plates 52 maybe alfixed, by welding or riveting; tothe sill. plate' iandfupwardly along the lower extremities of eachpfthepairs of channels. 'Also suitable-bracesjmayzbe located between the said center sill plate and theupper ends of1the channels; As herein shown, a brace 53 is arranged ineach of'the sections a C; -,At itsdower, end,,each;brace is secured to thesill safely'and rapidly handled. When the handling opera- -tion in the area'o'f one section is completed, the flat-car is 'fadvanced, if desired, until 'a' subsequent section is properly positioned with respect to the over-head or power craneJ'" Referring now more particularly to the drawings, the

having pairs of wheels 22, on the rails 23 of track T. The body or frame 20. ofthe understructure' is convenf tio'nally supported on the trucks 21 by means ofbolsters 2 4.

Qthat are-'pivotally associated with the'trucks and are 7 structurally disposed transversely of theflat-carto supthe center sill cover plate 25 side sills 2670f the frame. Other framing members, such as cross-bearers and longitudinally arranged stringers, while not shown, ;are

T he glass supporting superstructure hereinprovided, the glass sheet supporting superbody' 20 of the understructure A, is carried by trucks 21,

7 obviously provided in the construction of the canton} support'the planks forming'the floor 27 'thereotij structure Bis constructed as an integral part of the underhasicallyb uilt up from and structurally connected'tothe lmetal plate forming the center sill cover plate 25. As shown-'particularly in Figs. '6 and 7, this structureB is formed by longitudinally arranged upright members T or pairs of channels 28 which are disposed at an inwardly inclined angle to the perpendicular or so that the channels of. each pair converge and combine to resemble an elongated trapezoid. The pairs of channels are, generally structure A 'in'accordance with this invention and is a .53 are attached;

plate 25 by means ofwa; mounting, bracket 54 welded to said sill andhaving a base 55 and avertically disposed flange 56 tojwhich the brace end is'attached (Fig.7). As best seen in Figsfj ,andj-12, the upper end of each brace is aflixed to a weldment '57.- This part comprises a pair of triangulargusset-s or plates 58 and a lateral, horizontally. .disposedH-shapedmember 59. The gusset plates 'are secured at or along their upper edges to the adjacent surface of an angle 29and along a second edge to an adjacent channel 28. The lateral members 59 are secured at their ends to" the inner, surfaces of the plates 58 and carry at substantially right angles thereto a flange or outwardly directed extension 60 to which the braces The pairs of channels 31'and 40 are further' 'pr'ovided with weldments 61 which are vertically spaced from each otheraccordingtoathe desiredispacing to be utilized by the several elements of the securing members S. Each weldment 61 (Figs. '8 and.9)' .isfo'irned' by a-pair of horizontally disposed angles '62 thatare atlixed at their ends to the inneri'surfaces of the webs of. the channels.

Vertically arranged betweenthe angles .62 are a pair of angles 63 that are located so'that each/will have a leg surface 64"equally spacedfrom the perpendicular axis of the pair-of channels or .the. flat-car generally. The 7 opposite legs 65 of angles 63are provided with openings and welded-on nuts 67, aligned with the openings, on

their inner surfaces. Aplate' 68having arelatively large annular opening 69. issecured against the outer surfaces E of the legs 65 by means of bolts 70 threaded'into nuts 67 speaking, tied together by their fixed mounting on the sill plate 25 and by apair of angles 29 secured at their upper ends where the channels are interconnected by anintegral "webso;

For purposes to be more fully hereinafter disclosed, the.

' pairs of channels 28 are arranged along the central area of the car directly over the center sill to form the base of each'vof the sectionsC'and to provide structural supports for the securing members S Thus when a flat-car is'constrhcted'to provide, for example, three sections, thepairs' ,To give stability to the superstructure B, the pairs channels 31, 34, 37 and 411 are connected to the siderpiates Eorsillslfi ofjthe understructuretby tie-rods 41. For-this The pairs of channels 34" and 37 are similarly provided' with such weldments but in these instances, the weldments are constructedto provide support for two plates'68 one above the others Thus as'shown particularly in Fig. 6, the weldment 71 is. formedyby upper and lower angles 62 and a center bar 72 and the pairs of angles 63 are aflixcd to theoppos'ed surfaces of the angles 62 and bar 72.; According to'this manner ofassembling 'the parts, however, the angles 63 are so arranged the one plate 68'will be Isupportedaomone side .of the weldment while the second plate-68 is supported .on the other. permitsthe related parts'of the: securing members, 7 to be described, to be adequately spaced from each other and so as to be operable with "the particular section 'with which they are to be associated,

Sinceeach section is substantially a duplicate of the 'other sections, attention will be more specifically to the construction of one of the end sections Gas "is shown particularly in Figs. 4, 5 and 6. As previously set forth, this section may be formed by the pairs ofchannels 3 32-33 which are'relate'd in horizontally spaced relation to adjoining pairs of channels 3t and 34; The several angles thereto.

pairs of channels are further interconnected, in addition to the angles 29, by pairs of angles 73, 74 and75 that are individually arranged in horizontal alignment and by pairs in vertically spaced relation according to the areas of the stacking units of sheets G to'be engaged by the securing members S. As herein shown, each of the pairs of angles 73, 74 and 75' are provided with notches 76 (Fig. 11), in which the channels 28 are located so that the substantially vertically disposed legs of the angles may be welded in surface contact with the webs thereof.

Equally-spaced from the pairs of channels 3233 and fixedly secured to the pair of angles 29 located at the tops thereof are pairs of vertically disposed plates 77. The plates 77 are provided with openings that receive pins 78 on which are pivotallycarried bars or gatekeepers 79. These'may be formed of channels 80- at one end of which a short sleeve or tube=81 is secured as by welding. The bars or keepers 79, while one section of the car is being loaded or unloaded, areswung into an the section is completely loaded, are brought to a substantially horizontal position in which they are disposed to engage glass sheet sustaining or holding frames or gates '82, as shown in Figs. 4"and 5. The gates 82 are component parts of the securing members S.

Arranged transversely between the sides of the under structure A and in spaced relation to the pairs of channels I32'33 (and likewise 35-36 and 38-39) are base supporting members or so called bottom pads 83. These are formed by a channel 84 having wood filler blocks 85 located therein and a layer of padding, such as, for example, rubber, felt or like material, 86 on the upper surface of the block. More particularly, the channels 84 have a central portion 87 which is intended to be supported substantially horizontal. This central portion 87 is supported on and fixedly secured in a weldrnent bracket 88. The bracket (Fig. '7) is formed by a vertically disposed plate 39 which is welded to the center sill 25 and has a notched central portion 90 for receiving the channel 34. The plate 89 is located in or parallel to the longitudinal axis of the flat-car and has flanges or cross-plates 91 located at substantially right The cross-plates 91 are secured to the plate 89 at the opposite ends of the notch 90. The central portion 87of the channel 84 is thus supported in the notch 90 and secured as by welding to the crossplates 91.

The outer ends of the channels 84 are located in and supported by plates 92 and 93 which are secured to the metal sheets 26 forming the side sills of the car frame 20. The plate 92 is spaced from an adjoining pair of channels, for example the pair 32, to support a bottom pad in the vicinity of one lower corner of the glass sheets and for this purpose is provided in its upper edge with a notch. 94 for receiving the channel 34 of the bottom pad. Preferably the plate 93 is, in each of the sections C, provided with double notches 95 and 96, as is shown in Figs. 1 and 6, for location of the bottom pads 83 according to the length of the glass sheets to be loaded. A channel 84 is located in each of the notches 95 and 96 and the block 85, for supporting the opposite lower corner of the sheets, is positioned in one or the other of the channels 84 depending on the length of the sheets. In the triangular area formed by the channels 84, the floor of the car 27 and the plates 92 and 93, wedge-shaped members of wood 97 may be located to serve as supports for the bottom pads 33 when they are loaded with glass sheets. Outwardly of the central portion 87, the channels are slightly bent upwardly to provide a pair of connected downwardly converging supporting members, and so that the padded upper surfaces 86 will be disposed in a plane substantially at right angles to the inclined plane of the. channels 28. This assures that when glass sheets are placed on the bot- ;tom pads 83 in a unit, they will automatically lean in wardly and each sheet of the unit will be suitablypositioned with respect to the adjacent sheets.

I he securing members Collectively, the securing members S together with the frames or gates 82 include end-beams 98 and 99, screwjacks 100, clamping devices, generally designated 101 and 102, and cushioning pads 103. Generally speaking, when one side of a section is loaded, a gate 82 is placed against the outer surface of the last unit of glass sheets,

and clamps 101 employed to releasably secure the gate,

at its upper end, to the associated gate-keeper 79. The car is then tilted at an opposite angle to the horizontal and the second side of the section is loaded and a gate 82 placed and clamped thereagainst. While the car is so tilted, or when it is returned to a substantially horizontal plane, the-end-beams 98 and 99 are brought against the sides of the gates and positively positioned by means of the screw-jacks 100 after which the gates and end-beams are rigidly secured together by means of clamps 102.

More specifically, the gate 32, as herein shown is formed of a structural angle as a rectangular frame 104 having vertically disposed braces 105, a horizontal brace 106 and angularly disposed braces107. The leg of the angle intended to face the glass sheets is covered by a suitable padding 103 while the other leg is provided with bars 109 for clamping purposes. The bars 109 are arranged at suitable areas along the sides and the top of the gate; Along the side surfaces of the gate there are also a plurality of angles or clips 110 intended for securing purposes.

As shown in Fig. 15, the bottom portion ofthe gate 82 is provided with notched members or short channel pieces 111 and 112 which are located transversely to the facing position of the frame and near the lower corners thereof. The channel 111 adjoining one corner is reinforced by gussets 113 and is intended to lit over the channel 84- of a bottom pad 33 in the notch 94 of plate. 92

while the channels 112, also equipped with gussets 113,

are located near the opposite frame corner so as to engage the channels 84 of the bottom pads 83, which are supported in the notches 95 and 96 in the plate 93. The channels 111 and 112 are adapted to loosely engage the sides of the channels 84 and thereby minimize sliding movement of the gate when supported on the bottom pads. By so restricting movement of the gate 82, motion of the same against the glass sheets will be minimized thereby reducing the shift when the fiat-car bodily is bumped or jerked in being normally transferred in a yard or while in transit.

The end-beams 98 and 99 are especially constructed from channels and H-shaped members. As clearly shown in Fig. 8, the end-beam generally is formed by a channel member 114 and the H-shaped member 115, the innermost leg 116 of which is secured as by welding to the web of the channel. The ends of the channel may be closed for reinforcement by plates 117 which are also adapted to prevent outward sliding of the clamping devices 102. 'On the outer surface of the outermost leg portion 116, a bracing plate 118 is secured and on this plate at themedial point of the beam generally is secured an annular socket member 119. The end-beams 93 and 99 differ in only one detail of construction and that resides in the provision of angles 129 on beams 99 which are provided with openings 121. In positioning the end-beams, the beams 99 are located lowermost, and whatever number of beams 98 that are required (usually one) are arranged thereabove.

The clamps 102 are shown in perspective in Fig. 10 and comprise one element 122 adapted to engage a bar 109 on the gate 82 and a pair of elements 123 adapted to engage the channels of end-beams 98 and 99. Thus the clamping element 122 has a V-shaped body 124 at the end of which in transverse relation to its length are attached sleeves 125 on leg portion 126; the leg 127 serving as the gate engaging means on the bars 109. The

I mm:

clamping 'elemsmgizs areisimila'r-ly roamed 21 prime 7 legs, 128 and 129 to engage the leg edges'of the channels 114but the sleeves 138. thereon are secured, for example,

to the; center area of the leg 128. I"

'The clamping devices 191 are me adaptedr'to secure the vertical legs thereof. V e Between the ends. of each stacking *unit'of glass sheets and the end-beams 98 and 9, when arranged in assembled order, are positioned a number of cushioning members designated previously by the numeral 1%. These .rnay

bje formed of U-shaped or, channeled walls-134 with pad- 7 I ding layers 135 secured to the innersurfaces theroi l ('Fig."l 4')'. Qri'the outer 'surface'of the webof the ehan'i nel, pieces of hnglesllad are secured" to loosely support a t the eushioning members on the endbeam's 98 or 99 aud to t'prcvent movement'thereagainst. '1 Po; the purpose'ofaddi ing further'iigidity to the relationof the gateitothequter most group er glass 'sheets, cer;tain ofthe cusnioniugim'em 1 berslifl' are formed substantially b-shaped'having aw-a r. f' 138 covered'bypadding"135fand, at one eorner on;the

' longer leg of the'L-shapean angle .orclip139.

Loqdir zgjoruriloading operations. 1 I I p In loading a flat-car; constructed in accordance with our invention; or in 'the'j'subsequent unloading there-oi;

' thecar is usually: directed onto a railroad siding which imay be Within the'production confines'of a'plant and l labove which a bridge crane is mounted'for movement in ."the' immediate vicinity. Preferably the car is then lo- J :cated'so that it will be fairly well centered beneathihe' crane.;;It' isi'then SGCHICd'bI'blOCkEdfIQm movement and simultaneously tilted to the desired angle tothe use 'of jacks ,asindicated at 14% (Fig. 2). To convey the glass'sheets in a unit, the hook of the 'crane is equipped [witha cable sling, such as isishown in Fig. 3 'Thismay pcompiisfe an upper cross-beam 141 at the endsofjwhich thellooped slings 142 are connected. 'Asherein shown, the slings 142 at their lower ends are provided with a fbar orYwoodenblo ck-145 and midway between the beam .141; and the block with a;band 144.. When intending t'o lift a group of sheets from atransfer buck andito transfer them to the'fiat-car, a spacer rnember 145' having depending lugs is placed on the top edges of the glass sheets.

notonly protects the top edgesfrom chippingan d the tautness of the slings but also holds the sheets close-I 1y together at their upper ends.

"In order to transfera stacking unit of sheets to the car,

the crane'is operated to lower the cable-slingun-til theblocks 143can'be located beneath the lower corners of;

thesheets and the band 144-stretched across their side ,tedgesifwhen the group'of isheets have been lifted and I delivered to apoint above the; flat-car, they are lowered u'ntil they are supported at their lower edges on. the padded surfaces of the basemembers or bottom pads 83. 'Funther'lowering of the slin'g'permits the unit to be inclined'iriwardly (as manually directed) and to be supported on one surfaceby several supports 146, formed oLwoo'd; and which are faced with padding. 1:47; The 7 supports 146 are located on the pads 53 at their lower ends and suitably secured to the angles 29 at their upper Ifends. Between the first and second .units of sheets, a l l separatoror spacer frame 148 is interposed. This frame, as hereinshowm'is provided on each side with padding 1 14Qfand employed tozserve as a spacer between the inn 'jdividual nn'its'of glass sheets to be'loaded' on one side and the other ofeach section C.

V Z Thus the loading arrangementoutwardlyfrom the upright structural members 23, and angles. 73, "i4 and 75 consists of thesupports, 146, a stacking unit of glass sheets G, a separator1418, a secondunit of sheets G and so on as required. A gate 82 is then lifted byjthe'crane 7 i and lowered into position against the outer surface of When the end-beams 98 and 99ehave been so posief channels 31- 32 a a thereonf V The screw-jack lfitl is positionedeby insertingfthe end j the outermost of sheets and {so'that thechannen 11.1 and 112 on the'bottom thereofwill engagesthe'ehannels '84of the bottom pads '83,; When furtherilowered the gate assumes a corresponding, inclined position against '5: the, glass. Thegate keepers 79 are now swung-down wardly until theyireston the top'surfaceof the gate. 7 The gate'8l2 eand keepers79 arerigidly secured to! gether by clamping member 131, which is fitted over the keepers '(Figj12) and thepair of clamps 1 23 which are 10 positioned to hook? onto the'bar jlw of the' gate. ,By

. I means of bolts 150 inserted in the sleevesg13ttandj133 of the associated clamps, and nuts i151: threaded there- 'on, theiclarnps are drawn tightly together 'aind 'thereby effect-a rigid relation betweendhe gate andthe gatea keepersqlhesecond side of thesame section C is Tsimilarl l' the carhas; been suitably tiltedby thejacks l lfl." t

iout offthef waxon "angles 74 and-fl5 and "between pairs *7 a a i re now: moved-into r'engag'e'rnentlwith tbeflsidcs 7 re. The end bearns, posi'tioned' at the 'opposites des the gate 82, "are iri- };t'ended-to exert considerablejend-Wise.lpressure tojestab- 7 lis h a vise-like relation forhglding th'e'gatestfationary. Before the end-beamshave been-.fullymrgedagainst the f isides ofithe gates,fibe -cushioningand protecting mnembers 1i3:are-1 located onthe beams, by means of the apgles 136 forjsupport and sorthat thelU shaped padding ;layer .1'35 will fit loosely bvei' the outer' sui iaces of each unit of glass. sheets The end-beams: are;then moved firmly against the gate surfaces."

. To urge the beams against-the gate, screw-jacks 100 are positioned between said beams and the pairs of channels 31 and 34. Asshown in Fig. 8, the jacks ltltl'con- ,sist of a rod 152 having aJsquare-threaded portion 153,

' 'formed in'the major portion of 'its length, and a nut 154.

.Tl'ie nut has a'reduced, ftapered portion 155thatis re ceived inthe openings 69 of plates 68 carriedfby weld "meats 610i: 7lt i-The larger body portion 156 'of the nut will-thusabut the plate and serve asafbase against a, which pressure can'be exerted. The rod 152 is also providedwith an enlarged annular portion 157 ivhich is cross-drilled as at 158 and, outwardly ofthe' enlarged portion has a semi-spherical or tapered end 159 formed iof fthe threadedportion 153- taper'ed portion .155 of lt'he nut 154 ithrough the opening hiniplate fiawhen I the nut is located near the inner end of the threads. The 5 I rounded end 159 is placed in the socketed member 119 on the'associated end beam and when the rod 152 is rotated by means of a ,stake or pin inserted in the drill holes 153,

the end159 will force the beambodily againstthe gate of the immediate section as the body 156 ofthe'nut154 ,is forcibly urged against the plate 68. I This operation is repeated for each of the end beams 98 or and at each 'end of the gates 82. 7 V

In viewing Fig. 6, it will'be' noted that in locating the screw-jacks 100 in the plates carried bythe weldments V 71, those jacks associated with the end beams of the first 1 section C will be located in the openings 69 of the lower plate '68,;in each .case while the jacks 100, as shown, associated with the ends of the second section-C will be located with respect to an upper plate 68. As herein 55 shown, the pairs of angles 73,74 and forming apart tion is again reversed and the relation of the 'parts, name- 1y: of the'angles 73,74 and 75 to the. plates '68 on the pairs of channels 37 and 40, is identical to the arrange.

finent of the same parts hereinbefore described in connection with the first section C. 1 e

. 'grhe esd be ma sthan which we edumm tioned against the sides of the gate 82, the clamping devices 122 and 123 are placed as shown in Fig. 4. The legs 128 and 129 of clamps 123 will then be located to engage and straddle each leg of the channel portion 114 of the end-beams 98 and 99 while the legs 126-127 of clamp 122 will likewise straddle the adjacent bar 109 on the gate. Bolts 150 are inserted through the aligned sleeves 125 and 130 and by means of nuts 151 will draw the clamping devices together and establish a rigid connection between the gate and the end-beams.

The end-beams 99 are now releasably connected to the floor 27 or the body of the fiat-car generally. This operates to hold the end-beams 99 in a fixed position relative to the car. The end-beams are so held, at each end of the respective and associated gates 82 by means of chains 160 attached attheir ends to eye-bolts 161 and 162. The eye-bolts 161 are located in the floor 27 and secured by nuts 163. The opposite eye-bolts 162 are equipped with nuts 164 and are insertable into the openings 121 of clips or angles 120 at the opposite ends of end-beams 99. In so locating the eye-bolts 162, the outermost nut 164 is removed; the bolt is located in the opening 121, and the nut is replaced. By adjusting the positions of the nuts, the angle will be clamped therebetween after the desired amount of tension has been created in the chains 160. Bolts and nuts 165 are located in the clips 110 of gates 82 and clips 139 of cushioning pads 137 to secure the pads and the stacking units of sheets engaged thereby to the gate. The unitized loads of glass sheets G are now firmly secured for safe transportation.

This firm securement is obtained by the manner in which the component parts of the securing members S are formed and their inter-relation. Thus when the gates 82 are lowered into position, the channels 111 and 112 engage the sides of the bottom pads 83 to resist end-wise sliding of the gates as caused by longitudinally created and extending shocks absorbed by the car. The gates are also held by the clamping devices 123 and 131 at their upper ends in a secured relation to the gate-keepers 79. When the end-beams 98 and 99 are firmly positioned against the gates, a vise-like or end-wise thrust is imposed on the gates by the jacks 100 which are further aided to hold the same by the several clamping devices 122 and 123. The lower end-beams 99 are further anchored to the car by means of the chains 160 and eye-bolts 161 and 162. Thus there is a rigid, though temporary, relation established between the fiat-car and the glass sheets, and by the securing members, to the end that the end-wise movements of the car or transverse swaying movements cannot produce undesired movement of the glass sheets above an absolute and predictable minimum. The con nection through the chains 160, the beams 99,- and the clamping devices 122 together with thechannels 111 and 112 on the gate 82, positively restrains each gate from endwise motion and further operates to pull the same firmly down onto the bottom pads 83. The end-wise motion of the gate is also restricted by the end-thrust exerted on the gate by the several end-beams 98 and 99 and as created by the screw-jacks 100. Also the tendency of the gates to rock outwardly during swaying motion of the car is minimized if not eliminated by the clamping devices 122 and 123.

The units of glass sheets G are accordingly held safely against the outer surfaces of the structure B and are spaced apart by the separator frames 148. This loaded relation of the groups is maintained by the gates 82 which have been secured as described above. Any tendency of the sheets to shift end-wise beyond the predictable minimum is prevented by the end-beams 98-99 through the cushioning pads 103.

When the car is to be unloaded, it is suitably located with respect to a crane and blocked in such position. The clamps 122 and 123 are then removed from their positions on the end-beams 98 11111199 and the gates-82 in one section C-and the screw-jacks 100 are operated to release the pressure against the gates.

The bolts and nuts 165 are removed from the clips and 1 39. The nuts 164- on eye-bolts 162 are also released to allow said bolts to be removed from'the clips of the associated end-beams 99. The beams 98 and 99 may be moved, "for example,' in the first section C, from a posit-ion of proximity to the pairs of channels 32 and 33 to an outer position against pairs of channels 31 and 34 (Fig. 3), the cushioning pads 103 having been first removed from between the beams and the units of glass. The gates 82 onthe opposite sides of the section C are now held only by their respective gate-keepers 79 and the clamping devices" 123 and 131 On the side to be first unloaded are removed,'to release the associated gate 82 for removal. The gate-keeper 79, associated there-' with, is then swung upwardly and out of the way. Thus while unloading the staeking units of glass sheets from one side of a section 'C, thegate-keeper 79 on the other side will prevent the associated gate 82 frorn falling out-- wardly with a consequent outward swinging or falling off the glass sheets held thereby.

It is to be understood that the form of the inventionii herewith shown and described is to be taken as a pre ferredernbodiment of the same, but that various changes;

in the shape, size and arrangement of parts may be re-- sorted to without departing from the spirit of the invention or the scope of the subjoined claims.

We claim: 5 n

1. In a railroad car for transporting sheets or plates the combination with a wheeled understructure including a frame; of a plate-carrying superstructure mounted on said frame and comprising upwardly converging upright members for supporting, surfaces of, plates to be transported, downwardly converging base. members at either side of said upright members for supporting the lower edges of said plates; and means for securing said plates in position against said upright members including frame type gates having portions interfitting with said base members, swingably mounted gatekeepers pivoted on said uprights, andclamp means for locking said gates and. said keepers together to confine plates between said uprights and said gates. v

2. In a railroadcar forltransporting sheets or plates the combination witha wheeled understructure including a frame; of a plate-carrying superstructure mounted on said frame and comprising upwardly converging upright members for supporting surfaces of plates to be transported, downwardly converging base members at either side of said upright members for supporting the lower edges of said plates; and means for securing said plates in position against said upright members including gates adapted to rest on said base members and against said plates, and end beams mounted for movement toward the side edges of said plates and against said gates to confine plates between said uprights and said gates and against endwise movement.

3. In a railroad car for transporting sheets or plates the combination with a wheeled understructure including a frame; of a plate-carrying superstructure mounted on said frame and comprising upwardly converging upright members for supporting surfaces of plates to be transported,

downwardly converging base members at either side of said upright members for supporting the lower edges of said plates; and means for securing said plates in position against said upright members including gates adapted to rest on said base members and against said plates, gatekeepers for connecting said gates to said uprights, end beams mounted for movement toward the side edges of said plates, and means carried by said uprights for moving said end beams toward contact with the edges of said gates.

4. In a railroad car for transporting sheets or plates the combination with a wheeled understructure including a against; said upright members including gates, end m'em bersfmo'unted,for'rnovementtoward the edges ofsaid essence s id-s p st u u e c mpr n support means, for sun- .nwt s he l we edg t t e Plate r p ality 9 prightsand end beams; extending horizontally and mov superstructure' a v v 8,-' In a railroad flatca'r for transporting sheets or'plates having-a wheeled understructure and a frame; ajplateplates andthe edges of said gates, means carried by said i 1 end members :for receiving-the marginal edges ofsaid plates, gate-keepers for connectingsaid gatesgandsaid up, "rights, and means carried by said upri'ghts-for forcing said end: members towardthe edges" cijsaid plates and said J 1 uprights andagainst endwisemovement} Q 4 v 5.; In railroad car for -tran or-ting, sheets or plates rra'me; of a plate carrying superstructure mounted on said frame'fand comprising upwardly converging upright jrnembersfor suppgrtin'gfsurfaces of platesto be tran Q gatesto confine said sheets etwen said gate's and said} porting the lower edges of the p1ates,a plurality of up rightsggate -keepers' movably mounted on said uprights the combination with 'a wheeled understructure including ably mountedfoniat 'least one of 'saiduprights; a gate adaptedyto fit against saidplates-and securing means for securing j, d; gate to the endibeamsgofsaid plate carrying carrying superstructure rigidlyconnectedto the frame; saidsuperstructure comprising support means for supand end extending horizontally andmovably mounted on at-leastoneof said uprights ra gate adaptecl to tit against said plates; and securing means fo r securg said gate totheend beams of said plate carrying superstrueturel ported, downwardlyfconverging base members at either side of said upright members forf' supportin'g the tower edges of said plates; and meansfor securing said plates.

,uin position against, said upright members including gates" adapted to'rest on said base-members and-against saidplates, gate-keepers fo'r connecting said gates to said up rights, endbe'ainsgmounted on said uprights for move;

, mentjto wardthe ends, of said plates and said-gates rneans I for'forcingsaid end beams into contact the ends .of said gat'es,1a floor onsaidunderstructure,JneansfOr an i 9. In a railroad'fiatcarfor, transporting Sheets or plates having awheeledunderstructure land a frame; 'a plate carrying superstructure rigidly connected to the frame;

said superstructure comprising, support means for sup porting the lower edgesfof. the-plates, a plurality of up! 1 rights, gate-keepers pivotally: mounted on said uprights,

a, first. set' of. end .beams extending ho riz ontallyi and mounted on one of said uprights anda-second set of end beams-extending horizontally and movably mounted on choiring's'aid end beams to said floor, and means for tightening said anchoring -means.,.

" 6,1111 lafr ailroad car fortransporting shee'ts orplates'i aflframe; of a plate-carrying superstructure mounted on i said frame 'andlcomprisingupwardly, converging upright members for supporting surfacesof plates to betran's por ted,'j downwardly converging base members at, either another of said uprights; a gate adapted to fit against said plates; first securing meansfor securing said gate'to. the first and second set of end beams of said plate carrying superstructure; and second securing means, for securing said, gate to the gate-keepers of said plate carrying superstructure.

the ombination with' a wheeled underst'rucfilre including side ofsaid upright members" forsupportingthe lower edges of said plates; and means for securing said plates in position against said upright "members including gates adapted to rest on said'base members and against said plates, gate-keepers swingably mounted-On, ki P g JL 'ment toward the edges oflsaid plates and said gates, means for clamping said gate keeperslto said gates, and

e ns for p ng aid en memb r tdsaid. g tes to 7. ,Ina'railroad-flatcar for transporting sheets or plates it end'members also mounted 'on' said'uprights for'rn ov'ehaving aawheeledunderstructure and a frame; a platecarrying superstructure rigidly connected; to "the frame;

7 References Zita-d in thetile of this patent UNITED STATES PATENTS H 'Rothholz May2l, 19 35 500,860 Daniels w 1.--- July 4; 1893 793,374 Hope 1June 27, 1905 1,165,163" Evans Dec.' 21,;1 915 1,213,032 Smith .4 Jan; 16, 1917 1,616,605 7 Campbell -Lfbi" 8f 1927 1,785,982 Scott .L Dec 23,}19301 1,836,362 I Crowley Q Dec. 15; 1931 1,940,186 Rornine ""Dc. 19, 1933 1,994,717 Koepke et al. Mar. 19,1935 2,056,815 'Wynn'; Oct. 6,1936 2,100,971 1 McDonald 1 L Nov. 30, 1937 2,169,677 Burrell Aug. 15; 1939 2,507,769 Churchill 1 a May lfi, 1950 2,518,624; 1

Kraft Aug. 15,1950 

